3RD JOINT MILITARY-INDUSTRY PACKAGING AND MATERIALS HANDLING SYMPOSIUM

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP81-01043R002900240005-5
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 83
• Document Creation Date: December 23, 2016
• Document Release Date: January 31, 2014
• Sequence Number: 5
• Publication Date: November 5, 1958
• Content Type: REPORT

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STAT
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The Department of the Army sponsored the Third Joint Military-
Industry Packaging and Materials Handling Symposium 1-3 October
1957 at Fort Lee, Virginia.
The outstanding cooperation, assistance, and participation of the
Departments of Navy, Air Force, and Commerce, and the National
Security Industrial Association not only assured the success of the sym-
posium, but demonstrated again the effectiveness of our Nation's
dynamic MILITARY-INDUSTRY TEAM.
(
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JOINT SYMPOSIUM COMMITTEE
LT. COI.. P. W. MIRRAs
Department of the Army
Chairman
MAJ. DALE E. HENDERSON
Department of the Army
MR. L. C. HELLER
Department of the Navy
COL. SANI P TRIFFY
Department of the Air Force
MR R. A NORRIS
Department of Defense
MR C. A. LEWIS
Department of Commerce
7.
MR. WALTER Fox
NSIA
MR. JOHN CLAY
NSIA
MR. Russ MATTHEWS
NSIA
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TABLE OF CONTENTS
PART I. GENERAL CONFERENCE .......
Opening
Maj. Gen. Ira K. Evans, USA
Introductory Remarks... . .
Lt. Gen. Carter B. Magruder, USA
Welcome Address.. . ...... .
The Honorable Frank H. Higgins
Military Keynote Address.
Mr. Thomas D. Morris
Industry Keynote Address..
Air. Thomas F. Morrow
PART II. PANELS.
SECTION 1. ARMY PANEL
Packaging and Handling for Your FUTURARMY
Chairman, Lt. Col. Robert H. Edger, USA
Aerial Delivery Techniques and Progress.
Air. Barton Roffee
Food Packaging Developments
Mr. Frank Rubmate
Transportation Developments. .
Col. William P. Tuggle, Jr., USA
Current Army Packaging Practices and Concepts
Air. Milton Raun
Project MASS.. . .
Air. William Phillips
Packaging and Materials Handling Equipment for Guided Mis-
siles. . ?
1st Lt. William H. Lentz, USA
SECTION 2. INDUSTRY PACKAGING PANEL
Chairman, Air. John D Farrington, Jr.
Paper and Paperboard Containers
Mr. Al Hoffman
The Steel Shipping Container
Air. L. F McKay
Flexible Packaging Barriers..
Mr, Mike Williams
Humidity Indicators
Mr. Cecil D. Young
Reinforced Plastics for Military Packaging..
Air. Clare Bacon
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PART II. PANELS?Continued
SECTION 3. INDUSTRY MATERIALS HANDLING PANEL
Chairman, Mr. A. V. Blot.:
Carrier and Personnel Pods
.1fr. Cyril B. Rogers
New Pallet Designs and Racks
Mr. John M. Turner
Handling of Specialized Loads
Mr. R. 3. Laws
Radio-Controlled Tractor Trains
Mr. A. Al. Barrett, Jr.
Personal Communications in Materials Handling
Mr. M. S. Reutter
SECTION 4. AIR FORCE PANEL
Let's Take the High Road
Chairman, Col. Sam P. Triffy, USAF
The Logair Operation
Col. Sam P. TriffY, USAF
Inter-Theater Airlift
Lt. Col. John P. O'Connor, USAF
Intra-Theater Airlift
Lt. Col. Ronald K. McCoskrie, USAF
SECTION 5. NAVY PANEL
Now Hear This . 121
Chairman, Comdr. Harry E. Stirling, USN
Marine Corps Developments ........ . 121
Lt. Col. W. H. Costello, USMC
Tools for Underway Resupply 125
Comdr. R. E. Fullam, SC
Review cf Recent Changes to Some of the Major Packaging and
Materials Handling Documents . . . . . ? ? ? 131
.11i. A. F. Calaprutz
Analysis of Major Changes?Specification MIL?P-116C; "Preser-
vation, Methods of" 138
Mr. H. M. Lapidus
PART III EXHIBITS... .
PART IV DEMONSTRATIONS.. 145
PART V. REGISTRATION LIST.. 157
Government Representatives 159
Industry Representatives. 169
4V.JikVe
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The Third Joint Military-Industry Packaging
and Materials Handling Symposium opened at 10
a. m., Tuesday, 1 October 1957, in the Post Theater,
Fort Lee, Va. Approximately 800 representatives
from Government and Industry were present.
Lt. Col. PETER W. MIRRAS. Good morning,
ladies and gentlemen. Welcome to our Third Joint
Military-Industry Packaging and Materials Han-
dling Symposium. At this time, I wish to present
the Commanding General of the Quartermaster
Training Command, and your host, Maj. Gen. Ira
K. Evans. General Evans.
Maj. Gen. IRA K. EVANS. General Magruder,
Mr. Higgins, Mr. Morris, Mr. Morrow/ distin-
guished guests, and ladies and gentlemen: As Com-
manding General of the Quartermaster Training
Command at Fort Lee, it is a privilege and a pleasure
for me to welcome you here to Fort Lee. We not
only hope you have a very enjoyable and informa-
tive time while you are at Lee, but also hope that
you can see some of the post while you are here.
I know that this symposium will be of great benefit
to you, and both myself and my staff are at your
service in any way in which we can help you and
make your stay more pleasant.
Our next speaker this morning is an officer of
long, broad, and distinguished logistical service,
starting out in 1918 when he was commissioned a
second lieutenant of infantry. He graduated from
the Military Academy in 1923, has been through
practically all of our Army Schools, and also has a
Master's Degree from Purdue. Although he is
basically an artilleryman, he started out his logistical
career in 1941 in the G-4 Division of the War
Department. Later on, he became the Plans Officer
for the Army Service Forces and, as such, planned
all of the logistical support for all of our theaters.
In 1944, he went to the Mediterranean Theater and
as G-4 of the Allied Headquarters there, he served
through the invasion of Southern France. At the
conclusion of World War II, he came to the Eurq-
pean Theater first as the Chief of Staff of the
Theater Service Forces and later as the Command-
ing General of the Theater Service Forces. Sub-
sequent to that he was G-4 of the European
Theater and was finally Chief of Staff of the Army
in Europe. Returning therefrom, he came back
to Washington and served in many logistical spots.
In 1953, he went to Korea and commanded the
24th Infantry Division and later the 9th Corps.
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Early in 1954, he became Chief of Staff of the
Far East Command in Tokyo, and in 1955 assumed
his present position as the Deputy Chief of Staff
for Logistics. It has been my distinct pleasure and
privilege to have been associated with him in many
of these jobs. At one time, I was his deputy, and
to all of us who know him, or to anyone who knows
him, there is no doubt in our mind that he is the
foremost military logistician in our Army today. It
is a distinct pleasure and a privilege to introduce
to you now the Chairman of this Symposium and
the Deputy Chief of Staff for Logistics of the United
States Army, Gen. Carter B. Magruder. General
Magruder.
LT. GEN. CARTER B. MAGRUDER
Lt. Gen. CARthit B. MAGRUDER. Thank you,
General Evans. On behalf of the members of this
gathering, let me expres m% appreciation of the hos-
pitality you are providirL: 1C here at Fort Lee.
Honored guests and ? ntlemen: As representa-
tive of the Host Service, Army, it is my privilege
to serve as chairman of this Third Joint Military-
Industry Packaging and Materials Handling
Symposium.
Having seen the spoilage that took place among
our supplies stored in the open in North Africa early
in World War II, having seen the damage that took
place in shipment during World War II and Korea
and having learned in conjunction with limited
budgets the heavy cost of packaging that would give
full protection in spite of rough handling and ex-
posure, I have a keen interest in the subject of your
discussions here today.
During recent years, three great developments
have profoundly affected our military logistics and,
with it, our packaging and materials handling prob-
lems. The first has been the continuous increase in
the complexity and sensitivity of our military equip-
ment, resulting in a requirement for more protective
packaging. This is a new and continuing problem.
Building real ruggedness into our equipment and
the elimination of weak points is a continuing and
time-consuming process. As we make product im-
provements, we improve our equipment so that it is
more rugged and handles better in the field. But
obsolescence takes place over a shorter period these
days. Although we make the effort to improve our
equipment, and will in the future, we will always
have some equipment which is more sensitive than
we would like to have. This requires more protec-
tive packaging.
The second great development has been the tre-
mendous increase of our military commitments
overseas. There is hardly a country outside the
Russian sphere of influence in which our supplies
and equipment are not present. In many of the
countries, storage is under less than desirable condi-
tions. This makes it necessary for us to package
our supplies and equipment so that they will stand
up in any country and in-any climate.
Finally, the third great influence has been the
change in tactics and techniques under the threat of
atomic attack, which requires much greater dis-
persion and mobility. These, in turn, mean that
we can afford less weight for our packaging and
must use more containerization and materials-
handling equipment for greater speed in handling.
Continued progress toward meeting these require-
ments is the product for which we in the Army look
to the Industry-Military team represented here
today.
The first item on your program today is an address
of welcome.
For the past 21/2 years it has been my privilege to
work closely with and for your opening speaker.
Starting his career in industry with the Willys-Over-
land Co., he became manager of the Willys-Morrow
Co. During World War II he served his country in
the office of the Chief of Ordnance. During the
last 6 months of that military service, he was special
assistant to the Under Secretary of War, Robert
Patterson. During 1949 and 1950 he served as
assistant director of the Marshall Plan Program in
Paris. Coming to us as Assistant Secretary of the
Army for Logistics in 1954, he brought us his wealth
of background in industry, in the military service,
and in Government, together with patience, wis-
dom, and a selfless devotion to the service of his
country that we soldiers strive to emulate. It is a
pleasure to introduce to you the Assistant Secretary
of the Army for Logistics, The Honorable Frank H.
Higgins. Secretary Higgins.
The Honorable FRANK H. HIGGINS. Thank you
very kindly, General Magruder, for that very gen-
erous introduction.
Honored guests and my fellow members of the
symposium: It becomes my very pleasant and
honored privilege to welcome you here today to this
most important gathering. I know you will hear
inspiring messages from the two gentlemen to follow
me, my colleague in the Defense Department, Torn
Morris, and one of the newer and up-and-coming
vice presidents of the Chrysler Corporation, Tom
Morrow.
Gentlemen, I will do my very best to stay out of
your field, but while here, I have a thought or two
I would like to leave with the conference on this vital
subject and to tell you in just a moment or two
some of our objectives in the logistical area of the
Army. We are striving to get to you fast and ob-
jective action in this area. I like to illustrate this
by an actual happening with a plumber in Brook-
lyn and his experience with one of the bureaus in
Washington. This poor little fellow thought he hit
upon a very good idea, and he wrote a bureau in
Washington that he had found that hydrochloric
acid was fine for cleaning drains and asked if it was
harmless. The bureau in Washington replied, "The
efficacy of hydrochloric acid is indisputable, but the
chlorine residue is incompatible with metallic per-
manence." So the poor little plumber in Brooklyn
pondered that reply awhile and finally sent a post
card back that he was glad they agreed with him,
to which the bureau replied, "We cannot assume the
responsibility for the production of toxious and
noxious residues with hydrochloric acid and suggest
that you use an alternate procedure." Well, the
plumber struggled with that one awhile and finally
sent back another post card and said he was de-
lighted that he had their approval, to which the
bureau then blasted forth with, "Don't use hydro-
chloric acid. It eats the heck out of your pipes!"
Now, gentlemen, we are trying to be just that
objective and give you the last answer first in the
whole logistical area in our dealing with industry,
because those of us who have been associated so
long with industry and have had the great honor
and privilege of serving our Armed Forces always
daily remind ourselves that the greatest asset that
our beloved United States Army has is its Army-
Industry team. We cannot have military might in
this World of ours today without industrial might.
I saw that so graphically displayed on my fairly
recent trip through the Far East. Most of those
THE HONORABLE FRANK H. HIGGINS
countries over there are very impotent as far as any
industry whatsoever is concerned, so they are very
impotent in their military resources and effective-
ness except to the degree that this country has fur-
nished them with weapons. But the moment a
person puts foot on soil in Japan, he feels the resur-
gence there of the might and power of the Japanese
industry and the effect that it has on arming a great
mass of people. So we are conscious of this great
asset of ours possessed by you in industry here today
and how we need to call upon it to protect our very
precious way of life, and the kind of an Industry-
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Army team we have today is far and away our great-
est asset. I would like to say just a word about
logistics. I may be a little biased, of course, on this
subject, but I feel that it is far and away the very
important and most important part of the Army
function today, and I would like to quote you some
pretty good authority of coming along with me in
this belief, because at the end of World War II,
the then great military leader, Gen. George Mar-
shall, had this to say about logistics, and I quote
him: "The requirements of logistics are seldom
understood. The burdens they impose upon re-
sponsible military authorities are never appreciated."
And the then great military leader, General Eis-
enhower, now our beloved President, had this to
say: 'It is logistics -Which -controls all campaigns and
limits many,"
And Admiral Ring, the great Naval leader at that
time, said, '`ANThatever 'else the war is, so far as the
United States is concerned, it is a war of logistics."
In my own homely homespun backyard definition
Of logistics as I have found it in the Army is this?
kis the 'bridge from the industrial plant, from the
farm, from raw materials, from skilled man power,
from 'science, ycs, from those -who are packaging our
products AO the military forces in the field. LOITIS-
1:1M means equipPing and maintaining a modern
Army that 'be successful in war. That is our
constant daily objective. It means to secure the
maximum defense for the -minimum tax-payer dol-
'lar. So,yousec,thislogistical operation with Which
you are associated is so -very important to the welfare
of our troops and the ;Vanity of OUT Nation.
'My colle,aguc, Gem -Carter Magruder, who just
'spoke 'to you and 'who gives me so much comfort in
this job?our offices are right together?we contact
each Other many during the day, and I find"
great comfort:in this soldier Who knows so ranch
about -this wholesubject that we address ourselves to
in the area of logistics. The feeling I have about
"General Magruder is pretty -much like the Tommy
narmon days out at -the Universit)?, of Michigan.
You know, Tommy Harmon used :to make all the
'headlines, and he was the fellow that made the
touchdoums-mi one thing or another, but there was
a fellow 'by 'the-name of EvashevSki -who opened up
-the holein the line -for Barman to go -through. My
Evashevski is sitting right bark here. He opens the
'holes for :any glory I got out of -this job, and I find
it a great :privilege and a great soul-satisfying
ma-
nient with:me -to be-able:to acknowledge this to this
gentleman 'before the 'proper people.
As I started to say, General Magruder touched
upon the great problem we had generated for us
in World War II by improper packaging. Early
in '43, I was called to Washington, as were many
other men from industry, to come down and put on
the uniform and help- lighten the administrative load
so these professional soldiers could go and do their
fighting job on foreign lands. In fact, I was with
the Ordnance group that moved into the Pentagon
when it was ready for occupancy?and the struggle
we had in those days is well known, I am sure, to
all of V011 loyal supporters of the Army that are in
this room today. We worried through the days of
too little, too late?the greatest indictment upon this
industrial empire of ours that it will probably ever
have?too little, too late. You will remember those
dark days with me, I am sure. And then through
the great genius of American industry, we plugged
up the gap. We got our boys supplied in a pretty
fair shape with what they needed wherever they
were, and "wherever they were" was a big order in
those days. They were all over the World. You
can well imagine what a heart sickening thing it
was to us, after having this great struggle of over-
time and Sundays and holidays and everything of
three plant operations throughout the country to
plug up this gap and then to find that when our
material hit the beaches in the South Pacific and the
jungle, it was worthless. It simply fell out of the
packages, corroded, rusted, loaded with sand, and
what have you, and you can well imagine the prob-
lem we had and the very dear lesson we learned.
Then we had the integrating committees from in-
dustry come and study this, go oven_sras and study
it, and then, of course, you folks did?as you have
always done once you found out what the require-
ment really turned out to be?why, you filled the
bill! And, thank Heavens, our productive capacity
was great enough to rebound and get those fuses
and those shells, and all the other intricate typs of
munitions that we had scattered all Over the World,
back into production and into their proper packages
and back in the hands of our fighting people. So
you can well understand mv deep feeling for the
work you arc doing, for the challenge you have be-
fore you. In my travels throughout OUT logistical
installations, and I am glad to report to you that I
have seen them all aver the Free World, all through
the Far East, A ecru* of years ago in Europe, and I
am kicking off next week to visit them all again
throughout the European theater, that I have had a
chance to observe first hand how well or how poorly
the job is being done today.
I have been through most of our large general
depots and a number of the technical service depots
here in the zone of the interior, and I think the
packaging job is being done today so it would stand
the rigors of whatever the climatic requirements;
but I see a need beyond that day of greater standard-
ization, gentlemen. Here is a very broad field. I
mean from a package of cotter pins to the kimona
we put around a three-quarter-of-a-million-dollar
missile and everything in between. We need better
standardization. One of the things I have seen that
was not original with me?I saw it out at Columbus
General Depot?that if we could get a package for
a given set of spares, let us say, that would be
standardized, and that is the minimum package we
would issue, and then that package would set into a
carton that would hold a half a gross, or a gross, or
five gross, or whatever that particular turnover
would demand, and that would be a standard pack-
age, and then so many of those packages would set
into a packing case, and we would have three pack-
ages for the whole job. That is, we would have
three standard containers for the whole job instead
of the multiplicity of the: things we are getting into
today.
I sincerely hope this conference embraces that
idea and comes forward with more specific recom-
mendations than we have today. We need to pay
greater attention to weight because our plans in the
future will require more and more things to be air-
borne. We must get it there by air. We now need
to get out of the mud and the snow and the slush
and get it there?and get it there in a few hours.
Packaging will have its roots pretty much in weight.
And then we will need to watch the cost. As I say
continually to our procurement people, our 1958
and 1959 procurement buck is going to look some-
thing like this. (Holds up piece of paper simulat-
ing the shrunken size of the procurement dollar.)
So we are going to need to watch the cost. And,
finally, I encourage you to challenge us from the
standpoint of military requirements wherever you
feel they are unrealistic from the standpoint of pro-
ducability. Now, you remember that these gentle-
men in the uniform, and rightly so, have their eyes
pretty generally glued on the utility of what you are
producing and what they expect it to perform in the
field. That's their job. Heaven knows none of us
would want to divert their attention from that, but
you and I are people who must solve the industry
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side of the job. We must produce these things.
We must produce them in great quantities. We
must produce them to meet the trying task they have
to fulfill wherever they are, and we have to do it at
low cost. Now when we get a little bit on the
ridiculous side or a little bit on the extravagant side
in our specifications of what the packaging require-
ments may be according to good old American horse
sense, challenge us! Please do that, because this is
the only way we will have to find out when we are
getting a little bit on the extravagant side with these
things, and then if the military requirements arc
able to yield, why we can make a decision in favor
of the producability. If they are not able to yield,
we will say so. But I leave that foremost thought
with you. Please don't feel because it is a Govern-
ment Specification, it is "holy script." It's only as
good as it will serve our soldier in the field with the
back up and the means that we have to put behind
him.
Welcome to this conference, and I know we are
all going to leave it with a better understanding of
the problems ahead of us. Thank you very kindly,
gentlemen.
General MAGRUDER. Thank you, Secretary
Higgins.
The next speaker on the program is the military
keynoter. We have been fortunate in securing for
this address another key civilian member of the
military side of the team. He, too, has a broad
background in the military service, in industry, and
in government.
After graduation from the University of Tennes-
see, he was affiliated with the Tennessee Valley
Authority and the United States Steel Corporation.
During World War II, he served on the staff of
the Secretary of the Navy, James Forrestal.
In 1948 he became a partner in the management
consultant firm of Cresap, McCormick, and Paget.
In that capacity, he has worked with the Hoover
Commissions in their studies of the organization of
the Executive Branch of the Government.
He returned to Government service in 1956 to
serve as a special consultant to the Deputy Secretary
of Defense. In May of this year, he was appointed
to his present position.
It is my pleasure to introduce to you the Deputy
for Planning arid Director of Requirements Policy
in the Office of the Assistant Secretary of Defense
for Supply and Logistics,, Mr. Thomas D. Morris.
Mr. Morris.
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Mr. THOMAS D. MORRIS. Secretary Higgins,
General Magruder, General Evans, Mr. Morrow,
Gentlemen of the symposium:
It is a pleasure for us in the Office of the Secre-
tary of Defense to participate in this the Third Joint
Military-Industry Packaging and Materials-Han-
dling Symposium. Secretary McGuire, who deeply
regrets his inability to be with you today has asked
that I emphasize to you in the strongest terms our
interest in the Office of the Secretary of Defense in
supporting and encouraging joint meetings of this
kind, meetings which provide each of us with a
greater appreciation of our mutual problems and
MR. Mom AS D. Mots
with the improvements which we should mutually
seek in protecting the national security. We are
proud of the fine relations which exist between you
and the military services and the whole-hearted sup-
port and undemanding which you have given to
our programs- As you know, the Secretary of De-
fense is required by law to develop programs lead-
ing to a reduction in nonessential varieties of mate-
rials, cc:any-I.:lents, equipments, pxocesses ractict:
and procedures in use by the military departments.
The Department of Defense has a coordinated pro-
gram for the standardization of preservation, pack-
aging. packing, and marking for shipment together
6
with provision for the standardization of materials
handling techniques and equipment. Under this
program, real progress is being made in reducing
divergent practices and in restricting the variety of
items carried in our military supply systems. In
many areas, uniform procedures for the preserva-
tion, packaging, and handling of items have been
adopted by all three departments, and it is planned
to expand these uniform practices just as rapidly as
the manpower to accomplish this objective can be
made available.
As you know, in arriving at these decisions, the
applicable segments of industry are consulted in
order to assure that the desired practices can be
accomplished by industry. We find that when our
specific objectives and problems are outlined in-
dustry is most cooperative and helpful.
I note from the program that many specialists in
the fields of packaging, preservation, and materials
handling will appear before you. We hope that
these specialists, representing both the military de-
partments and industry, will discuss not only their
progress to date, but also their problems of today
and of the future. We believe that by getting these
problems out in the open you will apply the same
ingenuity and cooperation in solving them as you
have applied to past problems with such outstanding
results. We in OSD would like to pose for your
consideration some of the areas in which further
progress is highly desirable by way of underscoring
the comments already made by General Magruder
and Secretary Higgins.
One, for example, is the need to develop a stand-
ardized pack or packs which can remain intact from
producer to consumer.
Another is the need for new techniques and ma-
terials which will result in savings both in weight and
space, and yet will give adequate protection.
The third is the importance of maximum ex-
change of packaging and materials handling intel-
ligence between industry and the military.
First, let us consider die need for a standardized
pack. There are many reasons why the package
which left the producer's plant must be changed
prior to issue to the consumer.
For example, there is the factor of quantity. The
commercial pack may not correspond with the unit
of issue which must be provided for the military
consumer package. Then there is the factor of cli-
matic protection. The current world situation
makes usability under any climatic conditions man-
datory. Current preservation and packaging speci-
fications are aimed at accomplishing this purpose.
Commercial requirements may not call for such all-
weather protection, and then there is the factor of
transportation. The ultimate mode of transporta-
tion is usually not known at the time of production.
Material must be protected against all transporta-
tion hazards at the lowest possible cost, and still
attempt to keep the weight and cube of packaging
material at a level where it is not prohibitive to trans-
port by air. The operation of repackaging is a very
expensive one. Every effort should be made to re-
duce the necessity of repackaging. This leads to
the second area.
In developing standardized packs, we also need
to develop new techniques and materials which will
give adequate protection and result in savings both
in weight and space as well as in the time and costs
of processing and handling. The Utopian solution
to this problem is probably the development of a
package which would?
( 1 ) Be economical and capable of accomplish-
ment at the producer's plant.
(2) Be of sufficient strength to withstand the
rigors of land or water shipment.
Be sufficiently light in weight and cube
to facilitate premium shipment by air.
Provide adequate protection under all
climatic conditions.
With respect to the exchange of packaging and
materials handling intelligence between the industry
and the military, we are well aware of the many
improvements that have been accomplished through
the painstaking research and outstanding instances
of industry-military cooperation. Industry and
Government must continue to share the initiative
and responsibility for such progress. We must as:
sure a free exchange and flow of information and
ideas. The Department of Defense is eager to keep
an open line of communications with your industry.
We are striving to do this by coordinating proposed
new or revised military specifications with interested
segments of industry, and we will seek opportunities
such as the one provided by this symposium to pass
on our knowledge of new materials, new methods,
and new techniques developed in our own facilities.
Two notes of caution should be noted in looking at
our needs for future improvements. One is that we
must be constantly alert to the fact that our planning
and decisions as logisticians must suport military
requirements. For example, if the tacticians decide
that support of troops is required by air drop, we
_must be prepared to support that decision. If they
(3)
(4)
decide that storage of certain materials will be re-
quired under adverse climatic conditions, we must
be prepared to support that requirement. It must
be our continuing endeavor to avoid the possibility
that a military requirement cannot be met because
of our inability to package and protect materials so
as to insure safe arrival at destination regardless of
climatic condition or method of delivery. The sec-
ond caution has to do with the importance of get-
ting a larger return for each defense dollar as Sec-
retary Higgins so well emphasized. We are spend-
ing a significant number of defense dollars for the
packaging, shipping, and storage of goods and
equipment. I am sure that all of you are well aware
of the present efforts to stabilize and reduce defense
expenditures. Undoubtedly, it will be necessary
that the packaging and materials-handling pro-
gram absorb its share of this reduction.. This means
that even greater effort will be required in the de-
velopment of techniques and materials which will
result in greater economies. We are confident that
your industry will assist in meeting this challenge.
Our confidence is bolstered by the significant prog-
ress of your industry during the last 15 years, in-
cluding such notable developments as deterioration-
prevention techniques, shock-reducing practices, and
the use of lighter weight and less critical materials.
In conclusion, we in the Office of the Secretary
of Defense would like to express our appreciation to
the Department of the Army for sponsoring this
program and to the Departments of Navy, Air Force,
and Commerce, and to the National Security Indus-
trial Association for the splendid assistance and team
work shown. We are confident that the results
accruing from this symposium will be a positive con-
tribution to our national security. Thank you.
General MAGRUDER. Thank you, Mr. Morris.
The next address on the program is that of the in-
dustry keynoter. General Somervell felt, I believe,
that we won World War II primarily by snowing
the Axis under with our superiority in military
materiel of all types. It was through the efforts of
men like your next speaker that the United States
was able to make it snow. Closely associated with
Chrysler tank production during World War II;
general manager of defense products for Chrysler
until 1955; and now vice president of Chrysler
heading the company's guided missile operations
and in this capacity in charge of research, develop-
ment and production of the Arnirg-Redstone mis-
sile; he is a man who to me personifies what indus-
try can do for the armed services. It is a privilege
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to present to you the vice president of Chrysler Cor-
poration, Mr. Thomas F. Morrow. Mr. Morrow.
Mr. THOMAS F. MORROW. Thank you, General
Magruder. Secretary Higgins, Mr. Morris, Gen-
eral Evans, and ladies and gentlemen, good
morning.
It is. indeed, a very great honor to be invited to
this. the Third Joint Military-Industry Packaging
and Materials-Handling Symposium. This is a
subject that affects everyday life and is particularly
important under conditions of warfare. I have
been asked to discuss the impact of efficient packag-
ing and material handling in industry.
MIL' THOMAS F. MORROW
As a form of reference. I am responsible for both
defense and special products of Chrs_ler Corpora-
tion, and the special products include such diverse
items as Cycleweld chemical materials.. Ample_x
powdered metals. Airtemp heating and air condi-
tioning, and Marine and Industrial engin. In
other words, all of the nonautomotive commercial
products of Chrysler Corporation. And, therefore_
it is net within my province to talk about Ph-mouth,
Dodge., DeSoto. Chrysler. or the exclusive Imperial.
So much for the commercial. I promise I will not
do it again.
8
This meeting is of real importance to our country,
not only because it will bring immediate results, but
equally as important, it will provide a rough outline
of the shape of things to come.
In our time, we are conscious above all of ac-
celerating change. We are subject to mechanical
and scientific progress which so often appears to out-
run mankind's capacity for moral and ethical
growth. Unlike our fathers, who smiled tolerantly
at the impossible fancies of Jules Verne, we are not
quite cure whether Buck Rogers is not closer to
reality today.
Our technological progress, as it affects us in our
everyday lives as producers and consumers, presents
itself in a form of never-ending obsolescence.
Through research and development we obsolete
ideas, techniques and processes, and by means of this
continuous revolution we keep replacing our known
world by building a new one.
Obsolescence can appear like a bolt out of the
blue. During World War II, our Evansville, Ind.,
plant produced more than three billion cartridges
for the Armed Forces. Initially, these cartridges
were packed in containers of double dipped, heavy
waxed paper enclosed in heavy wooden boxes.
This had proved to be ample protection for the
needs of our Armed Forces in the European Theater
of Operations. By midsummer of 1943, General
MacArthur relayed an urgent call for a better
package to meet a different kind of need in the South
Pacific. Almost overnight, Chrysler Corporation
digned, developed, and had in production a heavy
gage. hermetically sealed can which opened with a
turn key, like a tin of corned beef. In brief, our
engineers had devised overnight a vacuum pack
method of storing and shipping bullets.
The rate of technological advances sometimes
varies a great deal in industry and military. In
transportation, for example, up to World War II,
civilian modes of travel- kept pace with the speed
of military means of travel. More recently, how-
ever, military airplanes, atomic-powered ships, and
guided missiles have out-distanced their civilian
counterparts.
In my own company, we have been making a
few contributions of our own to obsolescence. It
may be, for example, that our gas turbine engine
will evesitually make the V-8 engine as obsolete as
the radial air-cooled engine is on fighting planes
today. And those of you who follow automotive
affairs know that pushbutton automatic transmis-
p.
sions, power steering, and power brakes are rapidly
making manual controls a thing of the past.
In the overall automotive picture, obsolescence
plays a very important role. In a single month in
this country we scrap?throw away?as many cars
and trucks as the total in use in all of India. In 6
months we scrap as many motor vehicles as arc in
use in all of the vastness of Soviet Russia. These
examples could be multiplied many times in many
fields?in electronics, in packaging, in communi-
cations.
In planning and building, the military and in-
dustry often bring about change of such an abrupt
kind and on such a scale that it can hardly be called
obsolescence. And this frequently occurs in the
field of packaging. The Redstone ballistic missile,
developed by the Army and built by Chrysler Cor-
poration, is a good example of this. Our engineers
have had to design and to develop a method of trans-
porting this huge weapon so as to take up a mini-
mum amount of space and yet offer a maximum
amount of protection for the delicate instruments
which are located inside the missile itself. They
developed a trailer design similar to the container
trailer concept presently used in industry. The
trailer itself has as its running gear a standard
Ordnance dolly. To protect the missile to a very
low "G-level," they designed and developed a sus-
pension system within the trailer itself, comprised of
eight spring snubber units in each trailer. This
trailer is large enough to carry the entire thrust unit
of the missile, which is approximately 35 feet long.
It has withstood drops of one foot in various atti-
tudes on its end, corners, and also a completely flat
drop. They have also run the container loaded
with the missile into a 200,000-pound abutment at
8 miles an hour, and have proven that this package
can effectively isolate the missile from external
physical environment.
Packaging and materials handlings have played,
and are continuing to play a significant role in the
functioning of industry and OUT Defense Services.
In time of peace, they help to reduce the cost of
operation, and in time of emergency the outcome
of an entire conflict may depend on the quality,
quantity, and condition of equipment and material
received at the front. This was amply illustrated
during the early part of World War II, and when
we had become more proficient as the war prog-
ressed, the damage was cut to approximately 15
percent.
Our present efforts in packaging bear little re-
semblance to those of World War II. Prior to that
time, few people felt a need or importance of expert
packaging and material handling. Everything was
handled on a crash basis, however today industry
and the Armed Forces working together seek to an-
ticipate the problems of tomorrow, a year from
tomorrow, and 10 years from tomorrow. This, I
feel, is best illustrated by the fact that this symposium
is meeting here today.
A package means many things to many people.
In radio and TV advertising, for example, a 39-week
TV series is considered as a "package buy." A
housewife might define a package as being the
5-pound bag of sugar which she brings home from
the supermarket. At Chrysler, we put the "Forward
Look" "Swept Fin" of our 1957 models into a single
"package" with other features like Torsion-Air sus-
pension, 3-stage transmission, compound-wrap
windshields, and so on.
By the way, there is an interesting story in con-
nection with automotive packaging which I would
like to pass on to you. A few years ago, we were
asked to put together an automotive package to give
the buying public basic transportation at basic
prices?a car that might sell for about a thousand
dollars. So, our engineers took a standard Dodge
sedan and stripped it of everything that didn't have
to do with basic transportation and yet retain all
of the quality and safety in the car. They removed
body insulation, chrome-plated trim, radio, auto-
matic heater controls, delux steering wheel, and
carpeting. They reduced the rubber insulation and
eliminated the fancy dash panel. They installed less
expensive, single-acting shock absorbers. They sub-
..
stituted painted truck bumpers. The cushions were
thinned down and very utilitarian upholstery was
fitted. Interior hardware was painted. A basic
type of conventional transmission was installed.
And so it went.
The engine, brakes, axles, suspension system parts,
body structure, and so on, were at full quality.
We did not cheapen materials nor design where
safety or satisfactory performance was involved.
What did we have? We had the noisiest, most un-
comfortable, ugliest automobile you ever saw. One
ride in it and we couldn't get anyone but test engi-
neers to ride in it or drive it again. But it was
basic transportation. And how much money did we
save? A mere $150 from the original selling price.
This was hardly what you would call an improved
package.
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Regardless of the interpretation of packaging, we
all know that it represents a very substantial item in
both industry and Government. The cost of the
package itself, improved methods of packaging, and
utilization of material handling methods all directly
concern the profit picture. In industry we report
to the shareholders. The military has an even
tougher taskmaster?the voting taxpayer. So, for
the same basic reasons we both aim for the same
goal in packaging and material handling?the reali-
zation of greater economy. In peace and in war,
the close working relationship of industry and Gov-
ernment has meant mutual progress in all of these
areas.
As mentioned before, our ultimate boss in business
is the shareholder. One of the most important
aspects of our business to the shareholder is the profit
picture. I can think of no area more closely allied
with profits than the techniques of material handling
used in our automotive plants. If I may, I would
like to limit my material handling remarks exclu-
sively to the realm of automotive assembly
operations.
A short time ago, Chrysler Corporation completed
a $20-million body assembly and painting plant ad-
jacent to the existing assembly plant of the Chrysler
Division. The construction work always seemed
to be encroaching on space the material-handling
department had occupied and wanted to keep on
using, but there was nothing to do but move and find
room wherever possible. That really took some
doing. At times, certain types of material had to
be stored temporarily out in the open, protected
from the weather only by tarpaulins while the mate-
rials-handling men stood in the weather checking
them.
In addition to working under the handicap of
shortened space and constant demands to "keep
moving," material handling had to keep traffic mov-
ing in and out of the gates nearest the construction,
getting trucks between buildings, through aisles that
never were too wide under any conditions, and that
had become further restricted by the construction
work. Fire routes also had to be kept clear, and
on top of everything else, the building contractor
was moving tons of materials by truck and boxcar
while all this was going on. Yet, miraculously, all
this was done without losing production of a single
car during an output that was the second largest in
the Chrysler Division's history.
To bring all of this into better perspective, I
would like to outline some facts about the automo-
10
tive assembly line itself. There are 8,500 parts in an
automobile, give or take a few according to the
model. Inasmuch as there are very few components
of the car manufactured at the assembly plant, every-
one of these parts must be handled by somebody
between the time it arrives at the plant gate and finds
its place in a complete car. So, when you multiply
8,500 parts by some 1,213,000, which is our do-
mestic 1957 model output, you will realize that the
somebody mentioned has a considerable job.
There are, in fact, many hundreds of persons in
the material-handling department who are respon-
sible for just one thing?the movement of goods.
It is entirely separate from the actual production
operations, yet its efficient functioning is absolutely
necessary to keep up production scheduling.
Just to give you a general idea of the magnitude
of the job performed by material-handling depart-
ments, let's take a quick look at some figures. In
an average working day at the Chrysler Division
plant, material handling will pick up and put down
something like 2,000 tons-4 million pounds?of
various kinds of things that go into the making of
cars. It is impossible even to estimate the number
of operations represented in handling this huge
bulk for the reason that in many cases the piece
will be a subassembly which in itself is made up of
a number of parts. It takes from 300 to 400 trucks
every day to handle the incoming and outgoing ma-
terials and an average of 45 boxcars. All of this,
bear in mind, is entirely separate from shipments of
complete cars, for as soon as the vehicle gets its okay,
it belongs to the shipping department, which is a
big body in its own right.
Within the confines of the Chrysler Division plant,
materials-handling operates its own fleet of some
160 pieces of rolling stock. These are used just to
get pieces from one place to another.
The great miracle of progressive assembly and
materials handling in the automotive manufacture
is, of course, getting the right thing at the right
place at the right time?the right engine or body, or
wheels, will meet the chassis at a designated place
on the assembly line in split-second timing. This
perfection obviously is necessary to meet production
schedules that combine quality and quantity.
The wizards of the material handling depart-
ment are the people who keep this operation going,
for inventories cannot be allowed to pile up beyond
a reasonable point, and, at the same time, there must
be no waiting.
Broadly defined, material-handling at Chrysler
Division is a service organization, at the call of any
department engaged in actual manufacturing. It
has no limitations in scope insofar as making itself
useful is concerned. It does around-the-clock jobs,
too. Most of its operation coincides with the regu-
lar manufacturing shifts, but it always has a crew
on hand to back up any department that may be
working at any hour. The money value of the
materials handled in the course of a year at this one
Chrysler plant runs to astronomical figures, doubt-
lessly well over a half-billion dollars. An inventory
of around 15 million at the end of a month is noth-
ing unusual, and that is after there has been a con-
stant flow each working day.
The value of incoming materials may run as high
as $60 million a month, and this represents only so-
called productive material.
So, you can see that trying to build a new Chrysler
body plant and keep production going at the same
time is something of a job in itself. Without a
capable and efficient material-handling department,
this task would have been a complete impossibility.
Packaging and material-handling in a sense are
sciences in themselves, since they deal with discov-
ery, study and the application of physics, mechanics,
and chemistry. We have already pointed out that
they directly affect the picture.
To realize the utmost of benefits from these areas
requires the interest and help of management, both
in industry and in the Armed Forces. When con-
structive information on these subjects is properly
presented to management, concern over a problem
is translated into understanding which then leads
to recognition and action.
Arrangements and relationships between Govern-
ment and industry should remain flexible at all times,
and lines of communication kept open for a con-
stant interchange of ideas. In the case of industrial
automation, the design concept has contributed to
the military. New design concepts envision not
only the end use salability from a customer view-
point but also the shipment and the manufacturing
processes and the cost which accompany these fac-
tors. On this basis, if commercial industry is suc-
cessful in its approach, then that part of its
operations devoted to defense must have the same
approach to the design of military equipment.
I feel certain that I speak for industry when I say
we are ready and willing to be of assistance at any
hour of the day and night.
I appreciate this opportunity to be with you at the
start of the Third Joint Military-Industry Packaging
and Materials-Handling Symposium. I know it
will be a success, and we arc looking forward to the
results of this conference with much anticipation
and interest. Thank you.
(At the conclusion of Mr. Morrow's speech, the
Fort Lee United States Army Band played the Na-
tional Anthem. Immediately afterwards, a short
recess in place was taken.)
Maj. DALE E. HENDERSON. Ladies and gentle-
men, if you will please be seated, I have a few
announcements.
. . . . Announcements . . . .
Major HENDERSON. We will adjourn now and
reconvene here at 1: 30, this afternoon.
(Whereupon the symposium adjourned to recon-
vene at 1:30 p. m.)
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PART II
Panels
SECTION 1, ARMY PANEL
Packaging and Handling for Your FUTURARMY
Page
Chairman, Lt. Col. Robert H. Edger, USA 15
Aerial Delivery Techniqytes and Progress. 17
Mr. Barton Roffee
Food Packaging Developments 23
Mr. Frank Rubinate
Transportation Developments... . 26
Col. William P. Tuggle, Jr., USA
Current Army Packaging Practices and Concepts... 36
Mr. Milton Raun
Project MASS 40
Mr. William Phillips
Packaging and Materials-Handling Equipment for Guided Missiles 48
1st Lt. William H. Lentz, USA
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F
SECTION 1, ARMY PANEL
AFTERNOON SESSION, 1 OCTOBER 1957
Lieutenant Colonel MIRRAS. Good afternoon,
ladies and gentlemen:
This afternoon we commence the panel phase of
our program. By tomorrow noon, we will have
heard from five panels. Each panel will take ap-
proximately 90 minutes. We have what we believe
to be a well balanced agenda of panel presentations
LT. COL. ROBERT H. EDGER
covering a comprehensive cross section of the pack-
aging and materials handling field. You will find
that the panels will amplify in detail many of the
points made in this morning's speeches.
A complete transcript of the panel talks?for that
matter of the entire symposium?will be published
in a report of proceedings in the near future. If
you have not registered yet, please do so. A copy
of the report of proceedings will be sent to all of those
who have registered.
The first panel this afternoon is the Army Panel
which will present "Packaging and Handling for
Your FUTURARMY."
Lt. Col. Robert H. Edger, the panel chairman, is
intimately involved with practically all aspects of
packaging. As the Chief of the Rossford Ordnance
Office, he exercises staff supervision for the Chief
of Ordnance over the far-flung packaging activities
of the Ordnance Corps, and he also runs the Joint
Military Packaging School. Colonel Edger was
born in San Francisco. He graduated from the
United States Military Academy in 1941, and from
the Command and General Staff College in 1956.
Colonel Edger served in various Ordnance com-
mand and staff assignments in the South West Pa-
cific Area during World War II. Some of his other
assignments include instructor at the Military Acad-
emy, Ordnance officer of the Military Assistance
Advisory Group in Thailand, and commander of
the Pantex Ordnance Plant in Amarillo, Tex.
It is a pleasure for me to introduce Lt. Col. Rob-
ert H. Edger. Colonel Edger.
Packaging and Handling For Your
FUTURARMY
Lt. Col. ROBERT H. EDGER. Thank you, Colonel
Mirras.
The Army Panel will present to you members of
industry today the story of Army Packaging and
Materials Handling Equipment, as we see it at this
time. The story is not easy to relate as all of you
must know. I'm sure that we in the packaging and
materials handling field have had experience in
giving our side of this business to our superiors in a
short time, and realize how much there is to tell and
usually how little time there is to discuss it.
Today is no different for us on the panel in pre-
senting the picture to you. We have selected those
aspects of Army packaging and materials handling
which we feel will be of greatest interest and value
to you and your organization. It must be realized,
15
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however, that there is much that is going on in the
Department of the Army that may not be quite as
spectacular as that which we approach today.
We have tried to interweave throughout this dis-
cussion several different approaches. First and
foremost is what are we doing in the service today
in the realm of packaging and materials handling
activities. This is in contradistinction to what you
are doing in industry that effects packaging. Your
industrial exhibits and shows, I think, serve the
purpose to give us in the service ideas of what you
are doing. Second, we have selected those phases
of both operational and administrative military
concept as they exist and are planned for, and their
related implications to packaging and materials
handling techniques. It is what we think that you
people in industry should be familiar with in order
to better serve the needs of the Army. Third, there
is the approach of where we have been, what we are
doing, and where we are going. Fourth, we will
discuss those fields of packaging and materials
handling which you will subsequently see demon-
strated at Fort Lee, either in an operating status or
on display.
At this point it may be desirable to state that
we are not planning to take up anything of an
extremely technical nature, for example, we feel that
an engineering topic on any particular phase of
packaging might be of interest to a few, but would
not necessarily be of overall interest to the group.
We feel that during the 3 days here any of you who
wish to take the "stump" on any strictly technical
matters may gather your own audience, and do so at
your leisure. There will be much of that done after
hours anyway, if I know packaging people.
It must be pointed out that some of the subjects
we plan to present to you do not directly concern
themselves with packaging and materials handling,
however, the new systems which we are employing
in the Army, and our new methods of doing things
will have such tremendous influence on our subject
that we feel that you should be aware of what is
going on.
If you can walk away from this panel with one
new idea, you will have paid for your trip out here.
Believe me, we have, we think, plenty of ideas to
go into at this time.
All of you are aware of the fact that in the past
few years there have been many improvements,
especially in the field of materials and their appli-
cation. Much of this has been adopted by the
Army. We thank you for leading the way in re-
search and in the field of application. We hope
that some of the things that you hear today will
be useful to you since many of them represent de.
velopments undertaken by the Army.
(At this point a soldier appears on the stage laden
with normal combat equipment to include helmet,
unopened parachute, submachine gun, and full
pack. He appeared to be staggering under the
load.)
DIALOGUE COMMENCES
Colonel EDGER. Hello?what are you doing here
at this gathering?
Private MARKS. Sir, I am Private Marks from
Company A, 503d Parachute Infantry Battalion,
United Stabtes Army. We are currently on maneuv-
ers and are on a practice forced march. I guess I
became lost from my unit.
Colonel EDGER. Well, vou chose a very interest-
ing place in which to become lost. This is the 3d
Joint Military-Industry Packaging and Materials-
Handling Symposium you just ran into.
Private MARKS. The 3d what?
Colonel EDGER. Well, it doesn't make any differ-
ence, but as long as you are here I think you can
take this time to learn something, and I will see to
it that you are squared away with your Company
Commander. By the way, do you parachute in-
fantrymen have to march with your unopened para-
chutes like that?
Private MARKS. Not normally, but our CO was
trying something new for today.
Colonel EDGER. It's an amazing array of equip-
ment you have on hand. I guess no one realizes
the amount of it more than you who have to carry
it all.
Private MARKS. That's right. Sometimes I
wonder whether or not it's all necessary.
Colonel EDGER. Well believe me there is usually
a pretty well planned need for everything you have.
Sometimes I wonder whether you combat infantry-
men realize the degree to which the planning must
go in order to provide-you with this fine equipment.
You have probably heard over and over that we are
interested in providing the finest equipment for the
finest soldiers in the world.
Private MARKS. Well I know it's very good qual-
ity all right, but I also know that it sure is heavy, and
when you are on a march like I have been you don't
see the reason for it. -
Colonel EDGER. Well there is nothing like having
the equipment that you need at the time you need
it. It reminds me of a few things that happened
during Korea that you probably aren't aware of
since you have just recently come into the Army.
There was many a soldier in Korea who was very
thankful he had the equipment that he needed
at the proper time, and not the least of the reasons
that he had it was because of the care and fore-
thought put into the proper preservation, packaging,
and handling of that equipment. Let me show you
how some of this equipment which you infantrymen
need was supplied in a very serious emergency dur-
ing the Korean action. I think you will find some
of the background very enlightening. After we see
this miss airdrop of equipment, Mr. Barton Roffee
of the Quartermaster Food and Container Labora-
tories' is going to tell us a little of what goes into
the development of aerial drop techniques with re-
spect to packaging and handling, and what we arc
doing today to improve these operations.
(Near the completion of the talk Private Marks
begins to eat some item of the combat rations.)
Aerial Delivery Techniques and Progress
Mr. BARTON ROFFEE. Under the new concept of
modern warfare with our mobile Army we cannot
expect to have railroads, highways, or even landing
fields available when needed. It therefore became
MR. BARTON ROFFEE
2000#
Figure 1.
imperative to provide the final link in our supply
system by dropping the supplies to combat troops
from aircraft in flight. This is Aerial Delivery?
which we call "Supply from the Sky."
In May 1955 the Quartermaster Food and Con-
tainer Institute was given a mission to "develop
optimum packing materials and procedures neces-
sary for the preparation of supplies and equipment
for aerial delivery."
This was divided into a short and long range pro-
gram. The short range program which I will dis-
cuss, was to provide as an interim or immediate
measure, packing materials and procedures which
would produce an improved system for aerial de-
livery and employ standard equipment wherever
possible. In other words, produce a better aerial
delivery system employing standard components,
reduce the cost if possible, and do it now!
Our initial research efforts at the Institute in-
cluded laboratory testing on available packing ma-
terials and their applicability to aerial delivery.
The static tests in the laboratory were followed by
tests at drop-tower facilities to provide dynamic
data on energy absorbing capabilities.
In October 1955 the Quartermaster Food and
Container Institute embarked on a Field Research
Program at Camp Pickett, Va. This employed
C119 aircraft, the familiar flying boxcars, from the
Air Force, and rigging crews from the Airborne
Department at Fort Lee.
We first observed the existing system for aerial
delivery of 1-ton loads of combat rations such as
shown in figure 1. This employs a 64-foot diam-
eter solid-canopy cargo parachute to lower a 48-case
load of C rations which are enclosed in a webbed
sling known as the A-22 aerial delivery container.
This system descends at an average of 25 feet per
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Figure 2. One-Ton Ration Load
second which is about the same rate as a paratrooper
jumping from a plane. The velocity at impact is
about 30 feet per second, which is low enough to
prevent excessive damage to the rations.
Figure 2 shows the configuration of the 1-ton
ration load with the 48 cases in the container,
stacked in 6 layers of 8 cases each and in the back-
ground the men can be seen gathering up the 64-
foot parachute.
We also observed that when larger loads were
airdropped, they were extracted or pulled from
the plane by a vented extraction parachute which
then floated freely to the ground while the load was
lowered on a large solid-canopy chute.
Previous research had indicated the desirability
for higher velocity airdrops to improve performance,
so we decided to try and drop the 1-ton load using
the 24-foot diameter ribbon extraction chute in
place of the 64-foot diameter solid-canopy cargo
chute. As you can imatine, it came down much
faster, in fact, it came so ( ammg down and the im-
pact elocity was 88 to '10 teet per second, and fre-
quently the loads landed cri concrete runways. Our
problem was how to absoi ; he tremendous amount
of energy of impact of tin, ion load, which at the
old 30 feet per second vt:. it. was about 98,000
foot-pounds, but at the nes .1 I feet per second was
over one-fourth of a million foot-pounds. Eighty-
eight feet per second is 60 miles per hour, so the
problem was as if we were to place the 1-ton load
of rations on a truck and drive it into a solid con-
crete wall at 60 miles pet-hour and then attempt to
design a cushion or energy absorber to protect the
rations from damage at impact.
As previously stated, tests were made to deter-
mine the energy-absorbing capability of a number of
cushioning materials and figure 3 shows a few of
these. Number 1 is a sample of foamed plastic be-
fore a compression tet and number 2 is a similar
sample after the compression test. Number 3 is an
empty beer can before testing and number 4 is a
similar can after compression testing to determine
its energy absorbing capability. The empty beer
cans were surprisingly effective in that they ab-
sorbed the energy of impact and did not return
enough energy to the load to cause an objectionable
amount of rebound, however, there was always the
problem of getting assistance in emptying the beer
cans. Number 5 is a sample of paper honeycomb
before compression test and number 6 is a similar
sample after testing. The paper honeycomb was
finally selected as the most suitable material for
immediate use as an energy-absorber in an aerial
delivery system. This paper honeycomb is avail-
able in various cells sizes as can be seen in figure 4,
the smallest or 7/16-inch cell size being the one recom-
mended for use under the C ration load in the new
high-velocity system with the larger cell sizes avail-
able for more fragile items of supply.
Figure 3 Cushioning Materials
0
Figure 4. Paper Honeycomb
Paper honeycomb is better than the more con-
ventional cushioning from the standpoint of both
cost and efficiency as can be seen in figure 5, where
we note that a standard Quartermaster felt shock
pad, 1 foot square and 6 inches thick, costs $2 and
is 15 percent efficient compared to an ideal energy-
absorber, while an equal volume of paper honey-
comb, costs 25 cents and is five times as efficient.
An additional advantage of paper honeycomb is
Figure 5 Cost and Efficiency (in %) of Honeycomb vs.
Felt Shock Pad
that it can be purchased in an unexpanded form as
shown in number 1 of figure 6 and expanded prior
to use as it is in number 2.
The ratio of expanded to unexpanded honeycomb
is 20-to-1 which means that one carload of unex-
panded material, shipped to forward areas will
make 20 carloads of cushioning material for aerial
delivery.
We have discussed the existing system, and a
small number of the energy-absorbing problems in
considering a new system, so here in figure 7 we
have a diagram of the new high velocity system for
aerial delivery proposed by the Quartermaster Food
and Container Institute in January 1956. Note
Figure 6 Paper Honeycomb Before and After Expansion
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24 FT. DIA.
EXTRACTION CHUTE
Figure 7.
that the 24-foot chute is composed of 2-inch wide
ribbons instead of a solid canopy. This diagram
also shows the use of a 40-foot riser and double
length "spider" between the chute and the load
which was incorporated upon recommendation of
the Airborne Division, to reduce pendulum motion
and oscillation of the load during descent. The
new shape of the 48-case load of C rations can be
observed and details of this are shown better in
figure 8 which shows the wider and lower config-
uration of the load to provide more stability espe-
cially after impact on the side of a steep hill. This
Figure 8. New Shape of 48-Case Load c C Rations
is a photograph of one of the test loads at Camp
Pickett just prior to airdrop and figure 9 shows
this same load after an airdrop from 1,500 feet using
the 24-foot extraction parachute. Notice particu-
larly the excellent condition of the cases of C
rations?after an airdrop which in all respects was
similar to one we are about to see now in this brief
movie which provides a dramatic comparison be-
tween the existing and the proposed new system for
aerial delivery of 1-ton loads of food, fuel and
ammunition.
Successive drop tests indicated that the proposed
high velocity system will provide protection to the
loads that is equal to, or better than, that with the
existing system.
Figure 9. 48-Case Load Of C Rations After Airdrop from
1,500 Feet
In addition to the protection against damage, the
high velocity system has many advantages over the
other and one of these is illustrated in figure 10
which shows that the system with the 64-foot chute
will require 60 secondS-to descend from a 1,500-foot
height which means that in a 20-knot wind it will
drift 2,025 feet?while the system with the 24-foot
chute will require only 20 seconds to descend from
the same height, and therefore in the same 20-knot
wind would drift only 675 feet. This may make the
difference between supplying our own or enemy
troops or dropping into a contaminated area.
Additional "handling" advantages are illustrated
in figure 11 which shows that it requires three men
to recover the 64-foot chute which weighs 125
pounds whereas one man can pick up and run with
the 24-chute which weighs only 35 pounds. When
they are returned to the pack shed it requires three
24 FT. DIA.
EXTRACTION CHUTE
64 FT. DIA.
G-I2 CARGO CHUTE
1500 FT. DROP
60 SEC.
20 KT WIND
Figure 10.
DRIFT
`7:7-7E7Z-Yrir'
Figure 11. Weights of 64-Foot & 24-Foot Parachutes & Number of Men Needed to Recover Thenz After Airdrop
21
1
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men
Figure 12. The 01d Method cud Di COI:
1 hour to repack the 64-foot chore,, while the
24-foot chute can be repacked by one man in 20
minutes. We also anticipate a higher rate of recov-
ery on the ribbon extraction chutes, because to date,
22
no one has figured away to make scarves or petti-
coats from the ribbons.
Until now we have not mentioned what may be
one of the most important advantages of the high-
velocity system and that is the dollar savings.
This cost difference is illustrated by figure 12.
which shows that the cost of the 64-foot diameter
cargo chute for the present system is $555 and figure
13, which shows that the high velocity system em-
ploys a 24 mtiaction chute at an estimated cost of
$150 plus $15 worth of paper honeycomb.
The savings of $390 to $400 per ton may not seem
impressive until we realize that one division of
15,000 men, requires 500 tons per day, of food, fuel.
and ammunition.
On this basis, the savings by the adoption of the
proposed high-velocity aerial delivery system would
be over a million dollars per week for every division
supplied by airdrop.
That's the story of our accomplishments in Aerial
Delivery Research at the Quartermaster Food and
Container Institute?and we are proud of it.
Colonel EDGER. Well what do You think at that?
Private MARKS. It certainly is impressive in the
amount of planning that it has to have to get us
Figure 13. The New Method and Its Cost
our supplies. I didn't realize that there was so
much work involved.
Colonel EDGER. I see you have been issued some
of the Army's new type rations. What do you think
of them?
Private MARKS. Very palatable, very tasty.
Colonel EDGER. Again, I wonder if you ever
stopped to think about how these rations can be
gotten to the front line soldiers so that they are sure
to arrive in a condition where they will be whole-
some palatable food?
MR. FRANK J. RUBINATE
Private MARKS. No, I hadn't, but I would like
to hear something about it.
Colonel EDGER. Well we just happen to have a
man at our symposium this afternoon who has had
a lot of experience in the Army in the field of the
packaging of food products. I think he would be
the one to tell us the Quartermaster story of recent
progress and developments made in the field of food
packaging. At this time I would like to introduce
Mr. Frank Rubinate of the Quartermaster Corps
Food and Container Laboratories. Mr. Rubinate,
will you please enlighten Private Marks and myself
on the subject of progress made in the packaging
of food products?
Food Packaging Developments
Mr. FRANK J. RUBINATE. Before discussing the
packaging of the 25-in-1 quick-serve meal (which
has been served to you, Private Marks) and its
smaller brother the 5-in-1 quick-serve meal, it would
be well to cover a little of the background and rea-
soning behind the development of these meals.
Since the advent of atomic warfare, guided missiles
and other new weapons of war, the military planners
have been busy developing an Army with a new
look. The result of their efforts is a new tactical
concept that envisages relatively small, highly mobile
combat units that are "armed to the teeth." Such
attack teams would move in fast, strike hard, and
move on before atomic retaliation. Everything
would be geared to quick assembly, swift mobility,
smashing striking power, rapid withdrawal, and
effective dispersion of combat troops?their weap-
ons, their vehicles, their food.
World War II type operational rations could not
fill this bill. Some required special kitchen equip-
ment, special transport and storage facilities, and
the presence in the theater of operations of a large
number of highly trained food service personnel and
skilled cooks and bakers. Some which required less
extensive handling and preparation, also tended to
be less than highly acceptable. All were somewhat
too bulky, heavy, and perhaps too highly specialized
and too inflexible in use to fit into the new logistical
concept that has developed along with the new
concept in tactical operations.
Yet, the picture was by no means dismal. With
the new food processing techniques rapidly becom-
ing available?notably radiation preservation,
freeze drying, and the combination of precooking
with either irradiation or dehydration?the ration
planner has found, almost at hand, the means for
meeting the uncompromising requirements outlined
above. Now flexible packaging materials plus new
methods of packaging are serving as valuable
adjuncts in the new approach.
The 25-in-1 quick serve meal shown in figure 14
is intended for use in reserve areas where large messes
are neither practical nor desired. Each shipping
container contains sufficient food for 25 meals, or,
put another way, one meal for 25 men and requires
no additional utensils or items for preparation other
than hot water. Trays and eating utensils are a part
of the packed meals. The following items typify
components of one dinner menu.
23
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?? ._..., --,--1.
25 !MAW QUICK-SERVE:, MEA
. . _
?-...,_.....,--
, -2r.-. -1 '.-i- . -._,_ L. _ _ - ,,....,-....?..,-,:?...-_-..., -,-. ',4? ? ..,.._ ,
Figure 14.
Dehydrated pea soup
Precooked dehydrated chicken and rice
Bread rolls
Jam or jelly
Dehydrated apricots
Chocolate fudge bar
Coffee
Cream
Sugar.
Accessory items include:
Paper cups
Fiberboard trays
Plastic spoons
Serving ladles
Paper towels.
A wide variety of dehydrated i ts, fruits, vege-
tables, and packaged baked itet Ire in various
stages of development. The roast1 c1, potatoes, and
cabbage which you have before . Ire examples
of items which have been develot
5 MAN QUICK SERVE- MEAL
The 5-in-1 quick-serve meal shown in figure 15
follOws the same pattern as the 25-in-1, but is de-
signed for use immediately behind the combat area,
where feeding of smaller groups is more practical.
There are actualiNF: two packaging features of
these quick serve meals which are new to the mili-
tary. First, is the extensive use of the flexible type
containers (present operational type rations are in
the main, packed in metal cans). Second, is the
multipurpose use of these containers, serving as ves-
sels for reconstituting the foods as well as providing
the normal protection against deterioration and
damage during storage and transportation.
The extensive use of dehydrated and dry items
naturally results in a tremendous reduction in
weight. To take full advantage of the reduction in
weight makes it mandatory for the packaging tech-
nologist to reduce as well the weight of the packag-
ing materials used. As an example, a metal can 3
inches in diameter and 2 inches high weighs 44
grams. A flexible container to hold an equal
Figure 15.
amount of food would weigh 4 or 5 grams or only
about one-tenth as much as the can. Our goal there-
fore is to package all items in flexible containers in
order to achieve the maximum reduction in tare
weight and cube.
As you view the exhibits you will see that maxi-
mum use has been made of aluminum foil and plas-
tics. I do not mean to imply that the meals on
display are packaged as they will be when our re-
search and development effort has been completed.
The materials used for many items leaves much to
be desired. For instance, we do not have a satis-
factory flexible material for many of the pre-cooked
dehydrated meats. In addition to the problem of
maintaining a moisture level as low as 2 percent in
components, we must, in some instances, provide a
desiccant within the package. The dessicant is
needed, not to maintain the moisture content of the
product at time of packing, but rather to reduce the
initial moisture content of the product to a lower
level during storage.
We are, in effect, continuing the dehydration
process because of the inability of the food processor
to economically and practically dry the item to the
optimum moisture level. For example, meats are
dehydrated to approximately 5 percent moisture,
but the maximum moisture content allowable for
long term stability is about 2 percent. The desic-
cant is added to the package in order to remove the
3 percent excess moisture.
The types of flexible containers needed should
have a zero water-vapor transmission rate and zero
gas transmission rate because of the low moisture
content of the items and the need for either vacuum
or gas packing under CO2 or nitrogen. In addi-
tion, the material must be tough enough to resist
451892-58-3
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puncturing by the hard sharp edges of many of the
dehydrated food, and rugged enough to stand trans-
portation including delivery by air.
At what stage of packaging research and develop-
ment are we today? As a general statement, we
can say the packaging progress is about on a par
with progress in the development of the food. In
some instances, we are in good shape, while in
others, we have a long way to go. For items such as
crackers and cookies we can provide ovenvraps or
bags of aluminum foil and plastic construction.
For dehydrated fruits which have been developed to
date, a similar material could be used. Where de-
hydrated steaks are concerned, much remains to be
done. In addition to previously mentioned prob-
lems of moisture and gas transfer, there exists one of
fragility of the steak. The dehydrated steak is por-
ous and extremely brittle and will not stand the
hazards of wartime shipment without the addition
of some type of cushioning.
Baked items, such as rolls, pose a severe packaging
problem since the container must withstand pas-
teurization temperatures of 325? for 25 minutes.
We have found two flexible materials which will
withstand the high temperatures, but the materials
cannot provide the necessary protection to the prod-
uct during shipment and storage. At least one type
of folding carton is available which is so designed
that when opened it provides the extra volume re-
quired when the item is reconstituted. This you
will see when you view the exhibit.
From the standpoint of overall reduction in
weight and cube, we have made progress, as shown
in figure 16. Let me take the prototype 25-in-1
quick-serve meal which you will see as the example
and compare it with the present ration individual,
combat, C and ration, small detachment, five per-
sons, having extended the present rations to a 25-
meal basis.
The rather small reduction in cube is due pri-
marily to the large volume occupied by the bread
rolls. It should also be pointed out that the 25-in-1
quick-serve meal as packed in the shipping container
includes serving trays, cups, spoons, and cartons and
bags designed to allow for the increase in volume
of the contents when reconstituted in the package,
all of which contribute to the gams weight and cube.
However, the cube picked up by the packed ration
more than compensates for the reduction in cube
of food preparatio- equipment now required for
conventional type r. ions. The 50-percent reduc-
tion in weight is a large step forward and it is ex-
26
COMPARISON OF 'GROSS WEIGHT AND CUBE*
25-1N-I QUICK
SERVE MEAL
GR. WT. INCREASE GU. INCREASE
26 LBS. 1.2 ?
CU.FT.
RATION INDIVIDUAL, 56 LBS. 30 LBS. 1.8 0.6
COMBAT, C CU. FT. CU. FT.
RATION, SMALL 48-.3 LBS. 23.3 LBS. 1.8 0.6
DETACHMENT, CU. FT. CU. FT.
5 PERSONS
* BASED ON 25 MEALS
Figure 16.
pected that further work on packaging will result
in even further reductions in tare weight.
Colonel EDGER. Now, Marks, I would like to
change the direction a little bit and give you an
insight into what it takes to handle this equipment
that the Army finds itself having to move to soldiers
like yourself and other troop units stationed through-
out the world. You must realize that there is an
ever growing list of items and an ever growing quan-
tity of materiel that requires getting to specified
places at specified times in specified amounts. Any
field that we touched upon would constitute a long
story in itself, as an example, we could spend an
hour or two talking about the movement and supply
of the large quantities of fuel that we must under-
take today, but we don't have time to consider every
aspect of this, so I think that at least your education
should include some of the high spots of the transpor-
tation problems, and progress made to overcome
them in moving this ever increasing amount of
materiel. Would you like to hear this?
Private MARKS. I certainly would.
Colonel EDGER. Well then, I have here on the
stage with us a well qualified representative of the
Transportation Corps, Col. William P. Tuggle, Jr.,
Transportation Supply and Maintenance Com-
mand, St. Louis, whom I would like to call upon
at this time to give us an insight into the highlights
of what we are doing about movement of our equip-
ment for the Army. --
Transportation Developments
Col. WILLIAM P. TUGGLE, JR. Transportation
alone cannot win a war, but inadequate transpor-
tation alone can lose a war.
111172111111*
t. LA1111111 01113
WU:
COL. WILLIAM P. TUGGLE, J.
No matter how good a job our industry does in
making what our combat troops need, it is of no
value, if the materiel is not in our troops' hands when
and where needed?and in the quantities required.
History of wars is replete with examples of logistic
failures losing battles.
That the job of getting what the soldier needs to
him when he needs it is vital, is evidenced by the fact
that transportation capability was a limiting factor
in every allied decision on strategy in World War 11.
Analysis of German and Japanese records has clearly
established that breakdowns in transportation were
the initial steps in disintegration of their fighting
capabilities.
The army of the future must have a transporta-
tion system which will support highly mobile, dis-
persed forces. The threat of atomic warfare dic-
tates this mobility and dispersion?we can no longer
accumulate large stockpiles of supplies within range
of enemy aircraft or guided missiles.
We must, therefore, integrate all modes of trans-
portation into a transportation system which will
move supplies rapidly from the source to the ultimate
user.
It must be recognized that an integrated trans-
portation system implies centralized control of the
transportation capability. Through this centralized
control, optimum utilization of air transportation,
both land and water based, express surface transpor-
tation, and rapid handling of cargo can be accom-
plished.
How can we move supplies from the source?the
factory?to the consumer? This would be a fairly
simple problem if we were assured of a 100 percent
air line of communications. While this is a desir-
able objective, it is not realistic at this time. It also
requires air superiority which cannot be assumed.
To compensate for the expected shortage of air
transportation, an express surface transportation
system is being developed to make full use of sched-
uled supply, automatic data processing, electronic
submission of requisitions, and unitization of cargo
so that required shipments of assorted supplies may
move on schedule to meet the daily and special re-
quirements of combat units. Unitization will elimi-
nate time-consuming, multiple handling of bulk
shipments.
Scheduled resupply will be used to the maximum
extent and, we can assume, will move primarily by
ocean vessels?existing airlift capability will be
available for critical cargo and troops. As more
air transport becomes available it will be possible to
deliver the shipment closer to the consumer?and
reduce intermediate transportation problems.
Much of our transportation problem is the prob-
lem of keeping wheels under our cargo, that is, trans-
ferring it from one set of wheels to another. Com-
mercial railroads have solved part of this problem
by the use of "Piggy-back" whereby loaded trailers
are transported on flatcars?as have maritime ship-
ping companies by the use of roll-on roll-off vessels.
However, these trailers and trucks are not the com-
plete answer to the probtlem of getting the unit of
supply direct to the consumer, since the trailer is too
large for a load for one unit. Transferring cargo
from one mode of transportation to another requires
about as much time as the actual travel time.
There is yet much handling of the cargo by forklifts,
cranes, yes, even by hand, moving it from one set of
wheels to another. Perhaps a further refinement
would be wheeled pallets or containers.
For peacetime operation, it is conceivable that in
major arteries of transportation, completely mecha-
nized handling of unitized cargo from source to
destination can be achieved. In time of war, with
the destructive potential of modern armies, there
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Figure 17, Unitized Load
would undoubtedly be many instances where han-
dling facilities would be reduced to the expedients
of the moment. For that reason, if no other, the
continued ingenuity of the packaging trade is vital
to our security. Perhaps the greatest single chal-
lenge is the marrying of the concept of the unit load
with the need for self-sufficiency of the individual
containers. It is not sufficient to tie together a
group of heavy, oversize boxes, nor to pack together
a group of individually inadequate containers with
protection of their contents dependent on the
medium of unitization. We dare not tailor our
packaging to the requirements of favorable trans-
portation conditions. We must seek the ultimate in
versatility, strength,. water-proofns, light weight,
minimum cube, and minimum package cost. We
must standardize our packages to fit mechanized
transportation, but we must also fit our standards to
the lowest common denominator in warfare: The
foot soldier.
Let us first consider how supplies will move to
consumers overseas if water transportation is used.
Should our major ports be destroyed we will out-
load from many smaller ports and beaches in the
United States. How will we speed up cargo han-
dling through these ports?
It is planned that unitization will be used in so far
as possible and practical from manufacturer to con-
sumer. If it is not practical to have the manufac-
turer unitize the supplies then it will be
accomplished at the depot. As you know, the usual
means of unitization are secured pallet loads and
relatively large containers, normally reusable.
These techniques will be continued but new and
improved devices and techniques must also be
found. Figure 17 shows the stowing of Quarter-
master supplies into our present shipping containers.
Of course shipments must be documented; how-
ever, unitization of supplies will simplify documen-
Figure 19. World WarIIDUKW
tation. It is intended that the initial transportation
documentation will be valid from the source to the
consumer, regardless of the number of times a ship-
ment is transferred from one mode of transportation
to another.
At dispersed ports, both here and overseas, the
roll-on, roll-off method of cargo handling as shown
in figure 18 will greatly expedite loading and dis-
charging. Vessels designed for this concept will
permit fast handling of tanks, trucks, and other self-
propelled vehicles which account for about one-
fourth of all military cargo. It is anticipated that
these vessels will have a cargo tonnage capacity
one-fourth greater than a Liberty ship and can be
loaded or discharged in 10 hours or less. Supplies
may be unitized and loaded on vehicles which would
be placed on the roll-on/roll-off vessel. In this way
greater utilization of cargo space will be obtained
and the movement of supplies on and off vessels
will be accelerated.
Methods of discharging roll-on/roll-off ships will
be standardized and ocean transports and cargo
vessels will be modified to accommodate helicopters
for priority discharging operations.
In addition to the use of roll-on/roll-off type ves-
sels, conveyor type discharging apparatus, amphib-
ious equipment, and spud barges will be employed.
Let's look at some of the equipment that will be
operating in and out of our terminals.
I'm sure you have seen the World War II DUKW
in figure 19, which was an amphibian 21/4-ton truck.
We have prepared military characteristics of a
larger 5-ton amphibian shown in figure 20 as a re-
placement for the 21/4-ton.
:Jure 18. Application of Roll-On Roll-Off Technique
Figure 20. Proposed 5-Ton Anzphibtan
Figure 2!.
Still in the test stage, the barge amphibian resup-
ply cargo in figure 21 is proving one of the most
effective developments. It has been tested in the
Northeast Air Command operations and in support
of the Dewline. Designed to transport army ve-
hicles and heavy cargo up to 60 tons from ship to
shore, over the beach and to points inland, th-e-barc
has a rated speed of 7 miles per hour in water and
14 miles per hour on land. It can negotiate grades
up to 60 percent and can turn in a radius of 75 feet.
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Figure 22. Landing Craft Retriever
The landing craft retriever shown in figure 22
was designed to recover broached, beached, dam-
aged, and otherwise inoperable landing craft along
the beach. It can recover landing craft and other
equipment having lengths to 70 feet, beams to 22
feet, and weights of 70 tons from water up to 6-feet
deep. Thus it can be used to provide a "safe har-
bor" by clearing the beach and water of all landing
craft. Two diesel-driven generators furnish electric
power to all four wheels and the hoisting motors.
It is sectionalized for transport by vessel, truck, or
train.
The spud barge serves as a sea island for our aerial
tramway or as a ready-made pier for a port ( fig. 23).
Rapidly telescoping caissons permit establishing a
port in a matter of hours. Shore connections 300
feet long have been designed to allow the speedy
flow of cargo from pier to shore.
For use where ports have been destroyed or across
beaches is the package port shown in figure 24. You
will notice that these are made of spud barges with
the caissons removed flush with the deck.
Already in being is the aerial tramway shown in
figure 25, which transfers cargo over rough terrain,
unimproved beaches, and at port sites deltroyed by
30
Figure 23. Spud Ba
Figure 24. Package Port
action of the combatants. In over-the-beach opera-
tions, two spud barges arc positioned to constitute
a sea terminal and cargo is unloaded by ships boom
onto platforms which are moved inland by the sky-
cars. Under development is a continuous circuit
aerial tramway which will have a greatly increased
capacity. You will learn more about this and the
overland conveyor system which was designed to
carry unitized cargo inland from a beach or port in
other presentations and displays. The conveyor will
help avoid short truck hauls and alleviate beach and
port congestion.
Forklifts also play an important part in the trans-
portation picture. The Quartermaster Corps
has developed two forklifts to move cargo over the
beach or other rough terrain. The capacity of the
forklifts is 6,000 and 10,000 pounds. These are
finished items and are being standardized for issue.
Development and construction of the prototype
of the beach discharge lighter is under way (fig. 26).
The lighter will receive vehicular and other cargo
directly from roll-on/roll-off vessels and move such
Ftgure 25 Aertal Tramway
Figure 26. Prototype of Beach Discharge Lighter
cargo to the beach. Vehicles will move under their
own power onto the lighter, and from the lighter
across the beach. Capacity of the beach discharge
lighter will be 600 long tons of vehicular cargo or
1,000 long tons for transfer to another vessel or pier.
It has a cruising speed of 12 knots and range of
4,800 miles, permitting self-delivery to a theater of
operations. Two 1,200-horsepower diesel engines
furnish the power. Some of its features are an hy-
draulically operated ramp, an hydraulically oper-
ated ram to push the lighter off the beach, and a bal-
last system for trimming fore and aft.
Thus far I have discussed equipment to move
cargo expeditiously from continental United States
to overseas and across the beach. We now are
faced with the problem of getting the supplies from
the terminal area to the combat troops. This de-
mands development of faster, more efficient vehicles
to handle heavy loads over poor terrain. Trucks
with better capability for off-road operation for
operation over any type surface are needed. Also
required are vehicles or truck-trailer combinations
which are air-transportable, which have large ca-
pacities and low ground pressure. They must be
simple in design, and possess a high degree of
buoyance to permit water crossing. They must
have maximum ratio of payload to curb weight and
Ftgure 27. Logistical Land Train
%for
must be capable of being easily and rapidly loaded
and unloaded in order to decrease turn-around time
and reduce manpower requirements.
The problem of maintenance must be solved in
some manner that will obviate deadlining a vehicle
for minor repairs. The problem of rapid exchange
of engines and other components must be solved in
order to reduce the required reserve of vehicles in
the theater for exchange purposes. Component
parts must be standardized.
Among items with cross-country capability for
the motor transport service are the logistical land
train and the rolling fluid transporter.
The logistical land train is one answer to the
problem of a combination high-cargo carrying ca-
pacity and maximum mobility in the arctic and
Figure 28. Rolling Fluid Transporter
desert over flat and rolling terrain ( fig. 27 ) . Con-
sisting of a lead vehicle and powered cargo trailers, it
was designed to carry a payload of 45 tons across
Arctic regions at speeds in excess of 10 miles per
hour. The lead vehicle houses the driver control
station, communication station, crew quarters and
the powerplant which is a 600-horsepower diesel en-
gine driving a generator. Each wheel (10 ft. in
diameter and 4 ft. in width) is powered by a
separate electric motor. Overall length with three
trailers is 174 feet and the cruising range is 200
miles.
The rolling fluid transporter was developed to
transport liquid cargo in large low-pressure bags
which also serve as wheels, as shown in figure 28.
These containers may be harnessed together with a
towing rig so that several may be towed behind a
prime mover. It operates both on and off the road.
Each has a capacity of 500 gallons.
31
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-
Figure 30. H-19
Figure 29.
Numerous other items are under study or test but
time does not permit me to discuss those here. Nor
does it permit discussion of the many new develop-
ments, either perfected or under test, in railway
equipment?such as multigage locomotives and
cars.
Thus far I have spoken about surface transporta-
tion. However, within the combat zone of the
Army of the Future the combat units?the squads,
platoons, companies, will be so widely dispersed that
it can be reasonably doubted if any type of surface
vehicles can adequately supply them. Air trans-
portation seems to offer the best solution to the prob-
lem of getting supplies to these units.
There can be no long landing strips or air fields
in these forward areas. Therefore most supplies
must be delivered in the combat zone by types of
aircraft requiring either no prepared landing strip
or very short ones.
Most battle supplies could bc delivered within
the combat zone in assault-cargo and convertiplane
aircraft while short take off and landing (STOL)
and vertical take off and landing (VTOL) planes
and improved helicopters could move units and their
equipment?or could resupply units?across rivers
and other obstacles. These aircraft must be or-
ganic to the Army?an integral part of the field
army.
Figure-29 shows some views on a study of helicop-
ter ship-to-shore operations showing loading a heli-
copter on a freight supply vessel and cargo discharge
behind the beach. This may be one means of
minimizing congestion on the beach.
These Arc some of the helicopters we have now
that could operate in this manner.
11-19 which has a capacity of 1/2 ton and cruising
range of 240 nautical miles (fig. 30).
For these next two, the 11-21 and the H-34 WC
have let contracts for turbine powering.
The 11-21 has a capacity of 11/, tons and a range
of 300 nautical miles (fig. 31) .
The H-34 has_a_ capacity of 11/, tons and a range
of 385 nautical miles (fig. 32).
1-1-37 which has a capacity of 3 tons and a cruis-
ing range of 200 nautical miles (fig. 33).
Figure 31. H-2I
Figure 32. H-34
451802-58--4
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1
Figure 33. H-37
Figure 34. Experimental XH-40
The experimental XH-40 which has a capacity of
six persons and a range of 200 nautical miles
(fig. 34).
The Army, in cooperation with the Navy and the
Air Force is sponsoring many projects in this field of
STOL and VTOL aircraft.
34
Figure 35. Four-Engine efierted Stream Aircraft
-----------
A contract has been let for the design, fabrication,
and test of a 4-engine deflected stream flying test
bed. Figures 35 and 36 show two types of deflected
stream aircraft.
Another contract has been let for the design, fab-
rication and test of a ducted fan flying test bed as
Figure 36. Another Type of Deflected Stream Aircraft
Figure 37. Ducted Fan Flying Test Bed
shown in figure 37. The ducted fans mounted on
each wing tip will rotate--th 013_9(1? to orovide
vertical and level flight.
Still another contract has been let for a feasibility
study of a tilted wing flying test bed. Figures 38
and 39 show 2 types. In these, the wing structure,
along with the motors and propellers, will tilt up-
ward from their normal position to provide both
level and vertical flight.
Design studies are being made to determine the
characteristics of a flying crane?to be used for
heavy lift-8 to 16 tons?over short distances where
conventional means of transportation cannot be
used (fig. 40).
You probably read recently in the papers that
design contracts have been let for the aerial jeep
(fig. 41). As its name implies it is a small vehicle
capable of performing all the tasks we associate with
the land jeep including the transport of an antitank
weapon.
?,
" TILT -
t4t1t-
.Pt
...,..-LNERTOL:NODELg
,
Figure 39.
V ertol Model 76
Based on current evaluations of one-man flying
-platforms, we are endeavoring to develop i remotely
controlled flying pallet?the sky hook (fig. 42).
We are evaluating proposals on high performance
observation aircraft (HPOA) giving us range,
speed, and other performances exceeding -those
availabl with the L-19 (fig. 43).
The feasibility of a nuclear-powered, remote-
controlled, cargo- carrying device with VTOL capa-
bilities is being investigated.
We have developed and are presently testing in
Europe a complete mobile aircraft maintenance
system. We are also working on an aircraft recovery
and evacuation system, utilizing helicopters as re-
covery vehicles.
A few years ago some of these projects would have
been found only in the pages of science fiction.
Today we believe them to be not only feasible but
also practical and necessary.
Figure 38. 38. Tilted Wing Flying Test Bed
Figure 40. Flying Crane
35
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Figure 41. Aerial Jeeps
Briefly summarizing, in order to assure that our
combat units in the Army of the Future have what
they need, where needed, and at the right time, we
require:
1. Methods and equipment for more expeditious
handling of cargo.
2. A simpler system of documentation?one
document per shipment, valid from factory or
CONUS depol to ultimate user.
3. Better and more economical methods of unit-
ization?perhIps disposable containers, ones kept
in the theater of operations for other uses, two sizes
of containers.
4. More efficient vehicles capable of cross-coun-
try operation, of being rapidly loaded and unloaded
and of being air transported.
5. Simplified maintenance for both surface ve-
hicles and aircraft; standardization of component
parts. We must be able to quickly replace engines
and other components. Perhaps a unit package of
'RADIO--?CONTROLLED FLYING- PALLET
(SKY HOOK)
-
36
Figure 42 Flying Pa
"Sky Hook"
engines and other components which require fre-
quent or periodic replacement.
6. STOL and VTOL aircraft and helicopters
having greatly increased capabilities.
Colonel EDGER. Now, Marks, we have covered.
some very spectacular things in our talks so far. I
don't want to give you the impression that we don't
have to get down to earth here in our Army pack-
aging and materials-handling problems. I don't
want to leave you with the impression that every-
thing is in the nature of a romance and that we are
all knights in shining armor in this business. There
is much hard administrative effort that goes into the
normal everyday field of packaging. I would like
you to hear a little bit about what it takes at this
time. We have here with us today a man who has
been associated with the field of packaging admin-
Figure 43. High Performance Observation Aircraft
istration for the Chemical Corps in their Research
and Development Command. He is their repre-
sentative on the Army Packaging Board, and is \yell
qualified to speak on the subject of what we arc
doing in packaging today. Mr. Milton Raun, will
you please tell us a little bit about our current Army
packaging practices and concepts?
Current Army Packaging Practices and Concepts
Mr. MILTON RAUN. The preceding presentations
have emphasized very graphically that packaging
and materials handling are a most important factor
in military logistics. There can be no doubt in
anyone's mind that static packaging and materials-
handling concepts are as outmoded as the bow and
arrow for maintaining the efficient mobile military
striking forces required for nuclear age warfare.
The task of packaging and materials handling be-
comes more difficult and complex with every new
technological advance in the defensive and offensive
weapons of our military establishment. The con-
tributions to our national defense of our scientists,
skilled workers, and engineers are readily apparent
in the flow of items from our industrial manu-
facturing sources. However, the efforts of the per-
sonnel engaged in the accomplishment of the myriad
of details necessary before the material is placed in
the hands of a user, personnel such as the packaging
and materials-handling specialists and technologists
often are not recognized. Behind the glamour and
public awe when a new weapon is released is a
group of logisticians who helped to make the weapon
a thing of reality.
Frequently in the past, packaging consisted of a
selection of a method of preservation from a rather
static group of methods and a selection of a shipping
container, which in more instances than not was
a nailed wood box which could be readily manu-
factured at the contractor's facility. It is true that
this type of packaging has performed yeoman service
in the past. However, today we cannot permit our-
selves the luxury of indeterminate methods of pack-
aging if we are to efficiently utilize the tremendous
capability of our national industrial facilities. To
quote from the Army Policy Regulation on Pack-
aging, "Preservation, packaging, packing require-
ments shall be specified in invitations for bid, pro-
curement documents and specifications as appli-
cable. Over-protection shall be avoided. Packag-
ing procedures shall be set forth in sufficient detail
to preclude misinterpretation which may result in
the inclusion of costly or unnecessary materials and
procedures in the completion of the package."
What is the intent of this policy? The intent is
that packaging for army supplies must be engineered.
Not just packaging engineering for complex, fragile,
or sensitive items of equipment--but packaging en-
gineering for all items of military supply. Packaging
engineering that is commensurate with the contem-
plated usage of an item. Why should an item sched-
uled for delivery to a user in one of our 48 States
be packaged in an identical manner as an item
scheduled for delivery to Alaska, Japan, Tahiti, or
some other global destination? A single standard of
packaging is inefficient, needlessly costly, and un-
necessary for our military operations. It is true that
our standards of packaging for mobilization require-
ments, long term storage and indeterminate use
material requires the best packaging that can be
developed. But our supplies for domestic consump-
tion need not indiscriminately be packed in the same
manner. Engineered packaging for three basic
levels is required in all new army specifications if
the item is eventually to be used by both domestic
and overseas military units. The highest level of
packaging is level "A" which is required to protect
the product from damage during shipment to any
global point and assure as long a storage life as pos-
sible for the item. The next level is level "B" which
is utilized for material entering the military depot
system for reissue and shipment both stateside and
1.
MR. MILTON RAUN
"
44:1,
klart.4" .--aer ?
overseas when the time of use is known. The lowest
level is "C" which is generally for material obtained
from a vendor and shipped directly to the user or
requisitioner and which does not enter the depot
type of distribution. Level "C" today is being util-
ized to a greater and greater degree. Dependency
is being placed on industry to furnish engineered
packaging to fulfill most requirements for this arca.
It is our concept to utilize commercial containers
and packaging procedures to the maximum degree
for all military operations where this type of pack-
aging will satisfy the requirements. To broaden our
packaging base, emphasis is being placed on specify-
37
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.7 ?
ing of alternate methods. Methods that are not only
as economical and efficient but methods that offer
a greater choice for industry to meet military pack-
aging requirements.
Another concept that is of prime importance to-
day is the Army's packaging data sheet for repair
parts. We are all aware of the criticism of the
packaging of repair parts in the past. Criticism
that was justifiable as the packaging was inefficient
and unreasonable. Many times this was due to
improper stating of requirements, requirements that
forced industry to use a crystal ball in an effort to
furnish packaging that would meet military require-
ments. The purpose of the packaging data sheet is
to obtain engineered packaging for the repair parts
that are active. It is significant to note that packag-
ing requirements for each of the three levels are
stated on this card.
In the selection of the packaging data sheet, the
various data sheets of the Army services and indus-
try that were in existance were reviewed and the
best features of each selected and integrated into
the Army standard sheet. When this data sheet is
properly filled out the advantages to be derived are:
1. The same package is applied to a particular
part no matter who performs the work or where it
is accomplished, thus speeding the packaging
standardization objectives established by Public
Law 436.
2. Permit accurate planning of requirements for
transportation capacity.
3. Simplify inventory taking.
4. Promote storage efficiency.
5. Encourage currency of packaging require-
ments.
6. Simplify procurement packaging functions.
These factors contribute to a compatible marriage
of technical and logistical areas. A significant bene-
fit is that packaging requirements can be readily
established and can be revised with a minimum
amount of interference with the formal specifica-
tion program.
Some of the Army services will complete this pro-
gram next year and some of the others with a vast
amount of repair will require several more years to
complete their progams. These packaging data
sheets for repair parts will tell the industry exactly
what is desired to meet the militan requirements.
They N% also assist in establishirvz definitive inspec-
tion requirements. A further bene? is that a com-
mon basis for bidding and evaluatioi, '',1N en to each
38
potential supplier. Needless to say there is room for
improvement in any program. The advice and ( on-
structive criticism of industry is earnestly solicited.
It is our desire to obtain improvements that will be
beneficial to both the Army and industry.
Another concept that is closely related to our re-
pair parts packaging data sheet and our specification
requirements for three levels is our packaging stand-
ardization program. Standardization of packaging
is the establishment of the minimum number of sizes,
kinds, and types of packaging materials and methods
essential for protection of supplies.
In a study of the repair parts packaging practices
of one Army service depot, method 1A-1 conform-
ing wrap, dipcoat sealed and method 1A-2, con-
tainer, overwrap dipcoat sealed, two of the 26 pack-
aging methods available in Military Specification
MIL-P-116, were specified for 40 percent of their
repair parts. Since it was believed that labor and
materials utilized in applying these methods might
be more expensive than other MIL-P-116 methods
of providing equivalent packaging protection, a cost
study on all methods of packaging of MIL-P-116
was prepared based upon cost information obtained
from industrial and military packaging operations.
I am not going to discuss figure 44 at this time,
however, I Nal be pleased to fonvard specific in-
formation to -those that express their requests in
writing.
COMPARATIVE COSTS OF MIL-P-116 PACKAGING
METHODS
Method
Labor
Materials
Total
III.
0.004
0.015
0.019
IC-3 . . . .... .
. 006
.020
.026
I... . .. . ...
.022
.019
.041
IA-13 ...... .. .? ? ?
. 012
.059
.071
. 022
.054
.076
IC-4. . . .... ..
.024
.064
.088
IA-5 (Can). . ..... .
. 027
. 063
. 090
..........060
.053
.113
. 076
.048
.124
IC-2 ..... . . .
. 080
.052
.132
IA-6
.013
.123
.136
IB-1
. 037
. 111
. 148
.019
. 137
. 156
. 048
. 141
. 189
He
.018
.214
.232
Ile ..... ... . . ...
. 100
1.969
2.069
IIb ........... . ... .....
. 150
2.240
2.390
Ha _
.344
3 274
3.618
1 Data developed on mean item size of 85 cubic inches, wag,
rate, S1.50 per hour, and average material cost as of June 1955.
Indirect costs, administration, overhead, and profit ratio art.
not included.
Figure 44.
L.:.
6j:3r
Lz:
Another factor developed by this study and other
studies was that approximately 15 percent of the
Army's repair parts represent approximately 85
percent of total issue. Also, that this 15 percent of
Army repair parts represents approximately 93 per-
cent of total dollar value of all repair parts issued.
From these studies that determined the most ac-
tive items of issue it was very easy to progress a step
further and evaluate the packaging for the repair
parts. Rather than go through all the details of
the study, I will present a summary of what was
accomplished in the packaging operations of one
Army depot and what can be accomplished in all
packaging operations by applied engineering.
a. From 26 methods of unit packaging and 18
kinds of preservatives specified in MIL-P-116, nine
methods of unit packaging and seven kinds of
preservatives were adopted.
b. From numerous sizes and 78 styles, types, and
grades of fiberboard boxes in specifications MIL-
P-108 and LLL-B-631, 18 sizes were standardized
for depot stocking.
c. From 18 types, grades, and classes of fiber cans
MIL-C-3955, three were selected and 17 diameters
have been determined adequate for all depot re-
quirements.
d. From 11 types and classes of interior bags in
Specification MIL-B-117, three have been stand-
ardized for use, and of numerous sizes formerly
employed, only six sizes have been standardized for
use; while only two sizes of MIL-B-131 bags have
been standardized.
e. Out of 25 types, grades and classes of wrapping
materials available in five specification materials
used, only five kinds of material have been stand-
ardized for use.
f. From numerous kinds of available cushioning
material, five kinds have been adopted; and out of
the 33 types, grades, and classes in which these five
kinds of material are available, seven have been
standardized for the repair parts packaging.
g. From 13 types and classes of three different
kinds of tape, three varieties have been adopted.
h. From six types, grades, and classes of adhesive
covered by specification MIL-A-140, one has been
specified for use.
Standardization of packaging methods, materials
and containers is inextricably related to re-engineer-
ing of packages and the preparation of repair parts
data sheets. To obtain maximum value for each
defense dollar spent continued vigilance to new con-
cepts is required. The old adage "We've been do-
ing it this way for a long time and never had any
complaints" is an echo from the past. We need
not have complaints before we initiate sound,
progressive, cost-cutting administrative and operat-
ing concepts of modern management.
Colonel EDGER. Now I would like to give you an
insight into a field which does not directly involve
packaging or materials-handling equipment; how-
ever, it is an area of supply procedure and adminis-
tration which has such a far-reaching impact on our
packaging and handling procedures and techniques
that you should be aware of what is going on. You
may have heard of what I am referring to in the term
MR WILLIAM PHILLIPS
Project MASS. The word MASS stands for
Modern Army Supply System. Briefly, it is a
means to try to supply high mortality rate repair
parts for using units more rapidly than ever before
by the fastest means of communication and trans-
portation, while eliminating the needs for large
stocks of items in our depot systems. But really I
am getting ahead of myself here, and I would like to
call on one who is much more qualified than I to tell
you the story of Project MASS. I would like to in-
troduce Mr. William Phillips of DCSLOG, De-
partment of the Army, who will give you the story of
MASS at this time.
39
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Project MASS
Mr. PHILLIPS. Thank you, Colonel Edger.
Gentlemen, it is a pleasure to be here this morning
to talk very briefly to the members of the Packaging
and Materials Handling Symposium about the new
concept in military logistical support being tested in
Project MASS.
Project MASS is the first step of a modern supply
system to gear our supply system to hte demands of
the commander of the highly mobile field Army of
the atomic age. Specifically Project MASS is a
2-year test of the feasibility of reducing the repair
parts stockagc at an oversea field Army to fast-mov-
ing items only and supplying slow-moving items
direct from zone of interior distribution depots.
Project- MASS became operational in the Seventh
Army in Europe in July 1956. Although the test
will continue until July 1, 1958, its basic concepts
have already proved so successful that the concepts
are being integrated into the European theater sup-
ply system.
In developing a logistical system for supporting
a modern Army we need a system which:
a. Provides a maximum of service with a mini-
mum of stock.
40
b. Stocks only the essential fast-moving items
overseas.
c. Maintains oversca stocks using normal trans-
portation.
d. Insures that fast-moving items arc available to
the customer as needed.
e. Reduces order and shipping time to the mini-
mum.
f. Supplies combat forces with items not stocked
overseas by expedited means when the lack of such
items is causing the deadline of equipment.
If we can develop a supply system tz.1 meet these
objectives then our modern mechanized Army will
have the logistical support required ot operate and
maintain our increasingly complex military machine.
The MASS-concept embodies a supply pipeline of
small diameter, capable of great and variable veloc-
ity, controlled by demand. If items arc taken out
rapidly, replacements arc put in rapidly and the
overall velocity is increased. If there is little or no
consumption of an item, there is no movement of
that item in the pipeline. If a large number of
customers are using an item, we put it in the pipeline
in selected quantities and send these quantities to a
depot overseas for issue to the customer. If there are
only a few customers for an item we introduce the
SELECTIVE STOCKAGE_ PLAN
PARTS - MAINTENANCE RELATIONSHIP
o 15%,
500/0
PARTS REQUIRED
100 7.
Figure 45.
item into the pipeline tagged to bypass the dcpot
and go directly to the customer. Further, instead
of one big pipeline going to one central point, we arc
using a direct pipeline to each area of operation.
It is obvious that this concept supplies an overseas
army with what it needs without so much material
buried in the pipeline. It is not only more econom-
ical but it provides more responsive supply support.
Selective stockagc (fig. 45) is but one of the four
major elements of Project MASS. The other three
being electrical communications, high speed data
processing and rapid transfortation service.
The Selective Stockage Plan provides for the
selection and stockagc of fast-moving items forward
and the slower-moving items to the rear. A rela-
tively small number of repair parts (approx. 15 pct.)
accomplish a very high maintenance return ap-
prox. 85 pct.). To obtain a higher maintenance
return requires a considerably wider range of repair
parts at forward echelons. We cannot afford this,
however, from the standpoint of economy and mo-
bility. Therefore under the selective stockage plan
selection is made of those small number of items
which account for the largest volume of business and
such items are stocked at each echelon of supply sup-
port. Except for items held on a "standby" basis,
forward supply points will not stock slow-moving
items.
The criteria being used to determine items stocked
at each echelon is three demands in 180 days.
Items may be added to or deleted from stockagc
based on changes in demand. Experience to date
reveals that the number of items normally stocked
at forward echelons will be reduced by over 50 per-
cent by the application of selective stockagc. Thus
service will be substituted for stockagc of slow-
moving items.
Figure 46 illustrates the theory of the selective
stockagc plan. Each using organization will have
available to it a list of every item it is authorized
to retain in stock. The Direct Support Unit (most
forward supply point) will also have an Authorized
Stockage List. Stockage list items will be those
which meet the criteria of three demands in 180
days in addition to a few items classified as "stand-
by" items. Thus the Direct Support Unit will stock
a full range of parts stocked by its supported using
organization. The Army Depot Authorized Stock-
age List will' contain all items stocked by its sup-
ported Direct Support Units plus items required for
stockagc to support other satellite units. The Base
(Distribution) Depot will stock all items stocked at
the Army Depots plus other items meeting the de-
mand criteria and certain standby items. Stockage
lists, therefore, arc the basis for stockagc at all supply
echelons.
Under the MASS concept the distribution or base
depot is located in the zone of interior, thus elimi-
nating intermediate storage and handling in over-
seas communications zone depots. Consequently
SELECTIVE STOCKAGE PLAN
?
DIRECT
SUPPORT
?
DIRECT
SUPPORT
? ? ? ? ? ?
USING ORGANIZATIONS USING ORGANIZATIONS
?
DIRECT
SUPPORT
? ? ?
?
DIRECT
SUPPORT
? ? ?
USING ORGANIZATIONS USING ORGANIZATIONS
Figure 46.
41
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II
Declassified in Part - Sanitized Copy Approved for Release ? 50-Yr 2014/01/31 : CIA-RDP81-01043R002900240005-5
IMPROVED STOCK RECORD
MANUALLY OPERATED
\ / \
o A005 62 29854
PIN ASSY
? A005 65 07431
o A055 65 38579
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StockRecordSlide
CRADLE ASSY
PINTLE
CARRIAGE ASSY
Preprinted identification
Msible margin signaling
Figure 47. Improved Stock Recording
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in the MASS concept resupply support is still pro-
vided by the next higher echelon but many inter-
mediate supply echelons have been eliminated.
Improved stock records (fig. 47) for direct sup-
port units using visible files furnish supply personnel
with an efficient, uniform, effective record easily
operated and managed for controlling stocks to in-
sure an efficient inventory of parts based on replace-
ment demands for those items.
The use of actual demand data (fig. 48) (rather
than past issue experience) is the basis for com-
puting supply requirements. This is another de-
parture from old supply concepts which based re-
quirements on issue experience. The accumulation
of "demand experience" will result in stockagc of
the item demanded.
Single line requisitioning (fig. 49) permits the
requisioning of a single line item on a single requi-
sition and avoids time lost at the various supply
echelons for the consolidation of requirements.
The second major element of MASS is the utiliza-
tion of electrical and electronic communications
achieved through the use of data transceivers (fig.
50). This equipment will transmit and receive
data in the form of punch cards from one point to
any other point which is connected by either radio
channels or land lines or any combination thereof.
In MASS this equipment is utilized to transmit req-
uisitions and other related supply data in punch-
card form between all points in the supply chain
starting at Direct Support Units as shown in figure
51 which arc the forward supply points. The for-
ward supply points in the Army are connected to
the Army Inventory Control Center which is con-
nected to the Army depot complex and to Overseas
Supply Agency in New York. The Overseas Sup-
ply Agency is in turn connected to all Zone of In-
terior depots and transportation channels which are
participating in Project MASS. A uniform format
is utilized in MASS for the transmission of require-
ments and supply status between all technical
services.
The third major element of MASS is the applica-
tion of electrical and electronic data proce.ssing
t T04
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Figure 49. Single Line Requisitioning
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43
Declassified in Part - Sanitized Copy Approved for Release ? 50-Yr 2014/01/31 : CIA-RDP81-01043R002900240005-5
44
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Figure 51.
ORGN MAJNT BASIC LOAD
(fig. 52). Conversion from electrical to electronic
equipment is planned. Transceivers, the first step
toward electronic conversion, provide the input in
punched-card form. Conventional electrical ac-
counting machines are presently used in the Seventh
Army Stock Control Center, at the Oversea Supply
Agency, New York, and at Zone of Interior depots.
The electronic data processing machines will per-
form calculations in milliseconds and have memory
units to retain repetitive data such as stock numbers,
ERIN SPEED MA PDOISE8DR3
Figure 52.
units of issue, substitutions and the like. This type
of equipment will also record data on magnetic
tapes to maintain current stock status records at an
emergency alternate supply control pint.
The fourth major element of MASS is the utiliza-
tion of all modes of transportation (fig. 53) to
RAPID TRANSPORTATION - DIRECT IELIVERY
AERIAL PORT
OF EMBARKATION
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Figure 53.
AERIAL PONE
CEP DEBARKATION
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USING ACTIVITY
45
Declassified in Part - Sanitized Copy Approved for Release ? 50-Yr 2014/01/31 : CIA-RDP81-01043R002900240005-5
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Declassified in Part - Sanitized Copy Approved for Release ? 50-Yr 2014/01/31 : CIA-RDP81-01043R002900240005-5
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